Tire sensor system for continous measurement of the transmitted force and the coeficient of friction potential mu

ABSTRACT

In a tire sensor system ( 7 ) for the continuous measurement of the transferred force and of the adhesive friction potential μ, which is made up of a plurality of sensors ( 6 ) situated on the outer circumferential surface ( 2 ) of the tire ( 1 ), via which measured variables are picked off and may be supplied as signals to an analyzing unit ( 18 ) via an antenna system ( 10 ), in the area of the outer circumferential surface ( 2 ) of the tire ( 1 ), a plurality of individually identifiable sensors ( 6 ) is situated in each sector ( 3 ) that corresponds to the tire contact area ( 4 ), the sensors making it possible to measure mechanical stresses locally in each position of the tire ( 1 ) even when it is standing still, thus making it possible to determine the instantaneous force distribution in the tire ( 1 ).

[0001] The present invention relates to a tire sensor system for the continuous measurement of the transferred force and of adhesive friction potential μ, the tire sensor system being made up of a plurality of sensors situated on the outer circumferential surface of the tire, via which measured variables are picked off and may be supplied as signals to an analyzing unit via an antenna system.

BACKGROUND INFORMATION

[0002] The tires of vehicles represent an elastic link between the wheels and accordingly the vehicle, and the road surface. All the forces for driving the vehicle resulting from propulsion and braking, from changing direction and tracking are transferred frictionally via the tire contact area between the tire and the road surface. The force occurring during this transfer depends primarily on parameters known per se, of the tires and the vehicle in particular; however, this force is also primarily determined by the wheel load effective at the moment and adhesive friction value μ, which is subject to abrupt change as a function of weather and the condition of the road surface.

[0003] Since the tread element deformation of the tire and the sliding movements between the rubber of the tire and the road surface essentially determine the friction, which makes the transfer of force from the tire to the road possible both in longitudinal and transverse direction, it is necessary to obtain information concerning the transferred force but also concerning the adhesive friction value μ. Therefore, a generally known method is to measure the deformation of individual lug elements of the tire. Starting with the knowledge of the elastic properties of the tire or of the lug elements, it is thus possible to infer the force transferred by the particular lug element. At the same time, however, it is also possible to infer adhesive friction value μ by observing the deformation of a lug element, since during the passage of the particular lug elements of the tire over its wheel contact area on the road surface, local slip events constantly occur, which are a function of the available adhesion potential.

[0004] Primarily, sensors are now used to obtain information concerning the transferred force and adhesive friction value μ of tires for vehicles. It is thus possible, for example, to measure the deformation of the lug elements of a tire by detecting the movement of a magnet attached there using Hall sensors. According to the older German Patent Application 100 25 502.7, it has already been proposed to use sensors that may be both capacitive and inductive to measure the deformation of the tread of the tire and accordingly the mechanical stresses in the area of the tire contact area by placing or embedding a plurality of sensors on the tread as well as within the tread elements of the tire. An antenna is assigned to the sensors to supply the measured variables obtained as signals to an analyzing unit. Since multiple sensors are constantly in the reception range of the antenna, it is necessary to code the sensors in order to obtain specific information concerning the deformation in the tire contact area.

[0005] However, it has also been shown that despite the many known systems of sensors, even considering their design, an online measurement of the variables of interest with respect to the transferred force and adhesive friction value μ is not possible. Instead, to determine the transferred force and adhesive friction value μ of the tires, it is first necessary to depart from the tire contact surface, so that it is then possible, for example, to determine the force transferred in longitudinal direction using the aligned surface area under the curve of local stress in the lug element as a function of the distance covered. In doing so, it is possible to determine adhesive friction value μ from the specific curve shape, the stress extremes and the slope of the curve in the stress zero crossing in the tire rubber. Nonetheless, however, considerable difficulties result when measuring the transferred force and adhesive friction value μ at low speeds. When the vehicle is standing still, these measurements are not even possible.

ADVANTAGES OF THE INVENTION

[0006] The present invention creates a tire sensor system for the continuous measurement of the transferred force and adhesive friction potential μ, through which it is possible to detect the measured variables required for this not only at relatively high speeds of the rotating tire, but also at low speeds, in particular, however, when the tire is standing still, a real-time-capable, low-noise force and μ-value measurement being made possible without it being necessary to connect the sensors by wiring.

[0007] These advantages are attained in that, in the area of the outer circumferential surface of the tire, a plurality of individually identifiable sensors is positioned in each sector, formed by subdividing the circumferential surface, corresponding to the tire contact area, the sensors making it possible to measure mechanical stresses locally in each position of the tire, even when it is standing still, thus making it possible to determine the instantaneous force distribution in the tire.

[0008] Starting from this, it is not only possible to produce a curve for a rotating tire but also for a tire that is standing still by taking local measurements of the mechanical stresses, the curve being derived from the stress as a function of the path, from precisely as many measuring points as there are sensors situated in the particular sector of the outer circumferential surface of the tire corresponding to the particular tire contact area. A curve is fitted to the individual supporting interpolation nodes resulting from the number of sensors, it being possible to calculate the transferred force and adhesive friction potential μ from the curve's parameters.

[0009] Thus, the tire sensor system according to the present invention makes it possible to continuously measure both the transferred force as well as adhesive friction potential μ not only at all speeds of the rotating tire but also when the tire is standing still, making it unnecessary to determine the transferred force and adhesive friction potential μ by observing the deformation of a single lug element after a complete passage of the lug element through the tire contact area. However, this also eliminates distortions of the results caused, for example, by slight local uneven areas of the road surface, which previously could not always be avoided.

[0010] According to a preferred embodiment of the invention, if the circumference of the tire is approximately 2 m and the length of the tire contact area is 10 cm, 200 sensors are situated on the outer circumferential surface of the tire, so that ten sensors, i.e., ten supporting interpolation nodes serving as measuring points for curve fitting, are assigned to each sector that corresponds to the tire contact area. Of course, this does not rule out the possibility of increasing the number of sensors assigned to a sector, for example, in the case of a larger tire contact area, in order to obtain more precise results when measuring the transferred force and adhesive friction potential μ. However, it is also possible to reduce the number of sensors assigned to a sector if the tire has a relatively small circumference. This does not influence the occurrence of the effects intended by the present invention.

[0011] According to another feature of the present invention, the sensors are made from a material whose electromagnetic properties may be changed by mechanical stresses, so that it is possible to change the hysteresis curve and accordingly the attenuation of the material as a function of these stresses. Although any material suitable for changing the electromagnetic properties of the material by mechanical stresses may be used as the material, it has been shown that gyrant stress impedance material is preferably suitable as the material for the sensors in order to obtain the intended change of the electromagnetic properties.

[0012] While considering this material, the sensors should advantageously be made of threads that are capable of being excited to oscillate electromagnetically under the influence of mechanical stresses in such a way that they continue to oscillate at their natural frequency, which is essentially a function of their length. In order to make it possible to identify the individual sensors assigned to each sector of the outer circumferential surface of the tire in this design of the sensors as threads, the length of the sensors designed as threads assigned to each sector is varied so that the individual sensors are identifiable via the different frequencies of the response functions resulting from this. It is possible, for example, to situate the sensors designed as threads within each sector of the outer circumferential surface of the tire in such a way that the length of the threads constantly decreases or increases, or it is also possible to create such a system in which a longer thread is alternatingly followed by a shorter thread.

[0013] To make it possible to make the measured variables determined by the sensors available even after they are transmitted by the antenna system if called by the analyzing unit, a memory unit is connected downstream from the receiving antenna, which makes the measured variables available on request. If an immediate provision of the measured variables is advantageous, the memory unit may also be eliminated and the receiving antenna transmits the measured variables to the analyzing unit immediately after receiving the signals.

[0014] An advantageous configuration of the transmitting antenna of the antenna system is achieved by situating it in the vicinity of the axis of the tire.

[0015] If fiber optic technology is used in the tire sensor system for the measurement of the transferred force and adhesive friction potential μ designed according to the present invention, both the transmitting and the receiving antennas of the antenna system are advantageously made up of optoelectric converters.

[0016] Depending on the design of the antenna system, particularly the transmitting antenna, it has a lobe-shaped directional characteristic for transmitting signals, which encompasses the sensors situated on the outer circumferential surface of the tire and located in the tire contact area.

[0017] It is possible at the same time to use the tire sensor system designed and configured according to the present invention to monitor the tire inflation pressure due to the fact that the compression travel of the tire and the length of the tire contact area are measurable.

DRAWINGS

[0018] An exemplary embodiment of the present invention is explained in greater detail below with reference to the associated drawing in which:

[0019]FIG. 1 shows a partial view of a tire of a vehicle in contact with a road surface having a tire sensor system assigned to the tire;

[0020]FIG. 2 shows a developed view of the tire according to FIG. 1 in the area of its tire contact surface and

[0021]FIG. 3 shows a block diagram of the tire sensor system according to FIG. 1.

DESCRIPTION OF THE EXEMPLARY EMBODIMENT

[0022] According to FIG. 1, tire 1 of a vehicle is subdivided in the area of its outer circumferential surface 2 into sectors 3, each sector 3 corresponding to tire contact surface 4 of tire 1 on road surface 5. If a tire 1 is assumed to have a circumference of 2 m and a tire contact surface 4 having a length of 10 cm, there are twenty sectors 3 in the area of outer circumferential surface 2 of tire 1.

[0023] In order to now obtain information concerning the transferred force and adhesive friction potential μ of tire 1 in each position of tire 1, and specifically not only at high or low speeds of rotating tire 1 but also when it is standing still, ten individually identifiable sensors 6 are situated in the area of outer circumferential surface 2 of tire 1 in each sector 3, it being possible to measure the mechanical stresses locally using these sensors, which essentially make up tire sensor system 7 (FIG. 3). The configuration of ten sensors 6 in one sector 3 thus results in ten measuring points for the local measurement of the mechanical stresses, through which a curve is fitted, from the parameters of which it is possible to calculate the transferred force and adhesive friction potential μ.

[0024] This is achieved due to the fact that sensors 6 are made from a material having electromagnetic properties that may be changed by mechanical stresses, so that as a function of these stresses, it is possible to change the hysteresis curve and accordingly the attenuation of the material. The fact that sensors 6 are made from gyrant stress impedance material makes this possible. This means that sensors 6, under the influence of mechanical stresses resulting from the contact of tire 1 via tire contact surface 4 on road surface 5, are excited to oscillate electromagnetically and then continue to oscillate at their natural frequency.

[0025] In order to obtain different frequencies, which is desirable in order to make it possible to identify individual sensors 6 through the resulting response functions, they are, as can be seen in FIG. 2, designed as threads 9 of varying length, sensors 6 within each sector 3 of outer circumferential surface 2 of tire 1 being situated in such a way that their length, i.e., that of threads 9, constantly diminishes.

[0026]FIG. 1 in conjunction with FIG. 2 further make it evident that tire sensor system 7, essentially made up of sensors 6, is assigned an antenna system 10, which is made up of a transmitting antenna 11 and a receiving antenna 12, which may be made up of optoelectric converters 13, 14. According to FIG. 1, transmitting antenna 11 is situated in the vicinity of axis 15 of tire 1 and has a lobe-shaped directional characteristic 16 for transmitting signals, which encompasses sensors 6, situated on outer circumferential surface 2 of tire 1 and located in tire contact area 4.

[0027] However, it is also evident from FIG. 3 that the measured variables detected by sensors 6 of tire sensor system 7 are supplied via antenna system 10 to a memory unit 17, which is connected downstream of receiving antenna 12. If called, the detected measured variables may be supplied to analyzing unit 18 by memory unit 17. 

What is claimed is:
 1. A tire sensor system for the continuous measurement of the transferred force and of the adhesive friction potential μ, the tire sensor system being comprised of a plurality of sensors (6) situated on the outer circumferential surface (2) of the tire (1), via which measured variables are picked off and are able to be supplied as signals to an analyzing unit (18) via an antenna system (10), wherein in the area of the outer circumferential surface (2) of the tire (1), a plurality of individually identifiable sensors (6) is situated in each sector (3) that corresponds to the tire contact area (4), the sensors (6) making it possible to measure mechanical stresses locally in each position of the tire (1), even when it is standing still, thus making it possible to determine the instantaneous force distribution in the tire (1).
 2. The tire sensor system as recited in claim 1, wherein during the local measurement of the mechanical stresses, it is possible to produce a curve which results from the stress as a function of the path, and specifically from as many measuring points as there are sensors (6) situated in the sector (3) of the tire (1) corresponding to the particular tire contact area (4).
 3. The tire sensor system as recited in claim 2, wherein a curve is fitted to the individual supporting interpolation nodes (8) resulting from the number of sensors (6), it being possible to calculate the transferred force and adhesive friction potential μ from the parameters of the curve.
 4. The tire sensor system as recited in claim 3, wherein if the circumference of the tire (1) is approximately 2 m and the length of the tire contact area (4) is 10 cm, 200 sensors (6) are situated on the outer circumferential surface (2) of the tire (1), so that ten sensors (6), i.e., ten supporting interpolation nodes (8) serving as measuring points for curve fitting, are assigned to each sector (3) that corresponds to the tire contact area (4).
 5. The tire sensor system as recited in one or more of claims 1 through 4, wherein the sensors (6) are made from a material whose electromagnetic properties are able to be changed by mechanical stresses, so that it is possible to change the hysteresis curve and accordingly the attenuation of the material as a function of these stresses.
 6. The tire sensor system as recited in claim 5, wherein gyrant stress impedance material is provided as the material for the sensors (6).
 7. The tire sensor system as recited in claim 6, wherein the sensors (6) are made of threads (9) that are capable of being excited to oscillate electromagnetically under the influence of mechanical stresses in such a way that they continue to oscillate at their natural frequency, which is essentially a function of their length.
 8. The tire sensor system as recited in claim 7, wherein the length of each sensor (6) designed as threads (9) assigned to each sector (3) of the outer circumferential surface (2) of the tire (1) is varied so that the individual sensors (6) are identifiable via the different frequencies of the response functions resulting from this.
 9. The tire sensor system as recited in claim 8, wherein when transmitted by the antenna system (10), it is possible to supply the measured variables determined by the sensors (6) to a memory unit (17) connected downstream from the receiving antenna (12), the memory unit making the measured variables available to the analyzing unit (18) on request.
 10. The tire sensor system as recited in claim 9, wherein the transmitting antenna (11) of the antenna system (10) is situated in the vicinity of the axis (15) of the tire (1).
 11. The tire sensor system as recited in claim 10, wherein both the transmitting antenna and the receiving antenna (11, 12) of the antenna system (10) are made up of optoelectric converters (13, 14).
 12. The tire sensor system as recited in claim 11, wherein the transmitting antenna (11) has a preferably lobe-shaped directional characteristic (16) for transmitting signals, which encompasses the sensors (6) situated on the outer circumferential surface (2) of the tire (1) and located in the tire contact area (4).
 13. The tire sensor system as recited in one or more of claims 1 through 12, wherein the compression travel of the tire (1) and the length of the tire contact area (4) are measurable at the same time by the tire sensor system (7) to monitor the tire inflation pressure. 